Train-pipe coupling.



lPATENTE) oon-13,1000.

C. MAHON.

TRAIN PIPE GGUPLING.

APPLIUATION HLM JAN. 4. 1902. RENEWBD PEB. 10, 1000.

N0 MODEL.

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PATENTED 0GT..13, 1903..

C. MAHON. -TRAIN PIPE' GOUPLING.

APrLIog-TION FILED JAN. 4, 1902; RENEWBD FEB. 1o, 1903.

.No MODEL.

4 SHEETS-SHEBT 2.

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No. 741,051. PATENTBD 013.113,1903.

TRI PPB GUPLING. EILUTIQR ILE. 4, 1902. RENEWBD PEB. 10, 1903 4 SHEETS-SHEET a.'

N0 MODEL.

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PATENTE!) OCT. 13, 1903.

No. 741,051.y l

` C. MAHON.

IRAINPIPE GOUPLING. APPLIUATION Hmm un. 4, loz. nsuwn rma.. 10,'1'903. v No Munn. 'A 4 SHEETS-SHEET 4,

Rek/mm,

ive. 741,051.

retreated oeteeei1 13, 190s;

PATENT infine,

CHARLES MAI-ION, OF WASHINGTON, DISTRIC'I` OF COLUMBIA, ASSIGNOR, BY DIRECT AND MESNE ASSIGNMENTS, TO MINNA LEGAR MAHON AND TI-IEOPHILUS E. ROESSLE, OF WASHINGTON, DISTRICT OF COLUMBIA.

TRAlNf-PIPECOUPLING.

SPECIFICATION forming part of Letters Patent No. 741,051, dated October 13, 1903. Application filed January 4, 1902. Renewed February 10, 1903. Serial No. 142,802. (No modelli To all whom t may concern:

Beit known that I, CHARLES MAHON, a citivzen of the United'- States, residing at Washington, in the District of Columbia, have in- 5 vented certain new and useful Improvements in Train-Pipe Couplings; and I do hereby declare the following to be a full, clear, and eX- act description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.v

This invention relates to an improvement in train-pipe coupling; and it is embodied in the construction and arrangement of the .various parts presently to be described, and

defined in the claims.

vI-Ieretofore the usual train-pipe coupling has required the necessity of hand manipulation of the coupling proper, and many attempts have been made to provide an automatic coupling means or a coupler which would be coupled or uncou pled `by the relative movement of adjacent cars toward or from each other. Suchconstructions as far as I am now aware have been defective in many respects and have not come into general use. The objection to the so-called automatic couplers heretoforesuggested has been largely on account of the construction being incapable of making and maintaining a complete positive coupling against the pressure exerted. It has also been found difficult to provide a coupler o f an automatic type which would properly meet the various requirements of -train service, to permit the usual varied and numerous movements of the cars relative to each other and maintain at the same time an efficient coupling, to resist effectively the many shocks incident to such devices, and which would insure a positive and accurate coupling at all times and in all of the usual positions of thecars.

My present invention is designed to accom plish satisfactorily and successfully theresults above indicated; and the invention, generally speaking, may be stated 'to consist, rst, in an improvementin the'coupling members; second, in the automatic regulation of the valve mechanism; third, in so constructing the machine or device that it will readily respondto various angles and positions with- 56 out endangering or distorting the parts thereof; fourth, to provide suitable means for normally holding the couplers in proper position, and in other features which will presently be referred to.

Inthe accompanyingdrawingslhave shown an embodiment of the invention; but it is to be understood that the form illustrated isintended to illustrate the general principle of the invention and that the invention is not 6o limited to the construction delineated in the drawings, as various changes can be made without departing from the nature and spirit of the invention.

In the drawings, Figure l is a plan view of two coupling members, showing' the same in an nncoupled position. Fig. `2 is a similar View showing the members coupled. Fig. 3 is an end elevation showing the parts of the car in diagram to illustrate the general posi- 7o tion and arrangement of the coupler member. Fig. 4 is a side elevation of the construction shown in Fig. 3. Figs. 5, 6, '7, and 8 arede= tail views of parts of the coupling. Fig. 9 is a side elevation of a coupler member having the preferred form of spring connection, and Fig. l0 is a top plan view of the same.

A designates the body of a car, B the usual coupling therefor, and Ca platform supported from thebottom of the car by the uprights C', so arranged conveniently at the opposite ends of the platform. The platform and its supporting hangers or uprights are preferably of metal, and the platform is provided centrally with an elongated channel or slot C2, having its rear end merged into a large opening c2. The platform is constructed as shown, is'conveniently horizontal, and forms a support or bed for thev carriage on Vwhich the coupler proper is secured or carried. 9o

D designates the carriage, which is conveniently formed of metal and has fixed securely thereto a king-bolt or vertical retaining pivotpin D', which passes downward through the elongated slot C2 in the supporting bed or 95 platform and is capped on its lower side with a suitable head d. The pin serves as a pivotal connection for loosely securing the car- Y the carriage.

riage to the support, having itself a sliding connection with the bed by reason of the slot. By this means the carriage while being held loosely and slidably mounted on the platform may be moved longitudinally backward and forward and also pivoted or turned to various angles, vertical or horizontal. The carriage proper is in width less than that of the platform, so that the same may be swung or turned freely transversely of its pivotal center, which is a king bolt or pin D. O11 opposite sides of the king-bolt and a short distance therefrom are secured casters D2, interposed between the carriage and the support, the same resting and traveling on the upper face of the platform and serving to preserve the proper position of the carriage and to carry the same. While I have shown in this connection the usual roller-casters, of course any form of antifriction devices may be employed in lieu thereof. These casters being in line with the king-bolt readily permit a tilting movement of the carriage to a limited extent and also permit the various transverse movements thereof. They are conveniently arranged to act as wheels or supports for the carriage and as such are designed largely to facilitate the backward and forward movement of the carriage, with its couplers. By the constructing and mounting of the carriage as above described all side bearings are dispensed wit-h and the carriage as such is loosely supported and held on the platform, but is permitted all the necessary and requisite movements. The metallic carriage has at its reara tail extension D3, which is provided on its outerend with means, such as a counterweight D4, the tendency of which is at all times to tilt and hold the rear portion of the carriage downward, thus elevating the forward portion, and the weight is sufficiently heavy to counterbalance the coup- .lings carried by the carriage at the opposite ends.

E designates a train-pipe, and E E2 the usual coupling-pipes, the pipe E2 being connected with the supply or branch pipe E3, which is tixedly secured on and carried by This branch pipe is coupled with a longitudinal branch E4, which in turn, by a suitable T-coupling, has secured thereto the branch pipes E5 and EG. From the branch pipe E5 extends the bell-mouth female member of the coupling, while from the branch pipe EG extends the nipple or male member of the coupling. These two members are arranged on substantially the same horizontal plane and extend beyond the forward edge of the carriage, the carriage being properly shaped at its forward end to form rigid supports for the two coupling members, which are secured in position by bands or straps e5 e6. The peculiar construction of the couplers will presently be described.

To normally retain the carriage in its for- '.ward position proper for coupling, a crosshead F is cast with or secured on the tailpiece D3, and to the ends of this cross-head are secured yieldingmeans for applying tension to the carriage, such as coil-springs F', being adjustably connected with the crosshead at one end and to the upright brackets fon the opposite sides of the platform at the opposite ends. The tension of these springs is such that the carriage is normally projected forward; but when the couplers are in a coupled or adjusted position the springs are expanded and putin tension by the carriage having been moved backward, as shown in Fig. 2. This arrangement of springs while being convenient and serving to center and force the carriage forward into its proper position may be dispensed with and the construction shown in Figs. 9 and lO employed. In those figures I have shown the preferable form of the invention in relation to the spring constructions'and arrangement, which consists conveniently of securing to the platform two arms G, which extend rearward and have their outer ends bent outward, as at g, while their extreme ends are carried upward, forming uprights g', terminating in suitable eyes g2. j Extending rearwardly from the upper face of the carriage, over the weighted end thereof, is a tongue H, the same projecting beyond the plane of the bar G and is provided at a point substantially in line with the ends of the bars G with a shoulder t of any convenient construction. j designates the yielding connection between the tongue and the arms, consisting of coil-springs connected at their outer ends to the eyes g2 of the arms G and their inner ends to oppositelyarranged eyes on a sliding connection consisting of the collar K, loosely sleeved on the end of the tongue I-I in the rear of the shoulder 7L thereof. The springsyl may be of any convenient form of coilspring, either of single or a plurality of coils, and their tension is such as to maintain the tongue H in an intermediate position between the bars G, and thus retaining the carriage in its proper normal alinement. As the carriage is moved backward the springs are extended by the shoulder 72 coming in contact with the sleeve K and carrying the same backward with the backward movement of the carriage. As soon as the pressure is released from the couplers the springs will draw the carriage immediately forward and properly position it. In this connection any suitable means can be employed for varying the tension of the springs.

In automatic train-pipe couplings it is necessary or expedient to actuate the valve in the supply-pipe governing the fluid automatically and to regulate the throw of the valve without variation and to maintain it in its proper position, open or closed, irrespective of the bumping or jolting of the cars. In my present form of the invention I have provided a carriage for the couplers which is permitted a wide range of movement in various directions and particularly so in the backward and forward directions. It has there- IOO TIO

fore been necessary to provide means which will open and close the valve upon the initial backward and forward movement of the carriage, but will permit an over movement of the carriage in either direction without affecting the position of the valve. This I accomplish by locating the valve near the center of movement of the carriage as it swings from side to side and by securing to the valvestem L a forked or bifurcated actuating-lee (1 This pin projects through and works in a longitudinal passage-way or elongated opening C3, formed in the carriage, which passage* way is enlarged transversely at the rear to permit ample play or movement of the carriage transversely when the pin is located farthest from the pivotal center or king-bolt D.

In constructing the lever L' with the outwardly flared or curved 'branch the lever L' is permitted a movement relative to the pin backward a distance ,which will throw it out of engagement with the pin, as shown in Fig. 2; but upon the carriage assuming its normal position the pin is forced to engage against the lever entering the slot between the branches thereof and actuating the valve, and any vibration of the carriage will not throw the valve-lever beyond the position where the pin will enter between the branches thereof, differing in this respect from the valve-lever having straight parallel branches. In the position shown in Fig. l0 the' carriages are shown as projecting outward in position to be brought into engagement with each other; but should they be out of alinement by coming into engagementthey are moved on their pivotal centers to bring them into alinement, and this movement, while the pivotal centers are far removed from the pins L2, is permitted without the pins interfering by the enlargement at the end of the passage-v way or channel C3.

As heretofore stated, the counterbalanceweight Dl is of sufficient weight to normally elevate the forward part of the carriage, with its couplings. The purpose of this overweight r upwardly under the rear portion of the carriage. is slightly curved'to permit the proper movement of the carriage thereover. The spring end 1s used only in the construction shown in Figs. l and 2 and is-not necessaryin the construction shown in Figs. 9 and 10, which 'is the preferable form, in that the springs j in the latter construction serve as cushionsprngs as Well as setting-springs.

The upper free edge of the spring M The improvement in the construction of the coupler members in the'present instance relates first to the relative difference in the length of the male and female members. I have found from experience thatwh'en the male member is of substantially the same length as the female member in twisting or turning one of the members is apt tob slightly unseated. This difficulty I have cured by increasing the length of the male member by approximately three inches. The male memthe outer surface of the end of the member, which fits in the female member of the adjacent coupler, is coated with an enamel or other her O has a contact-shoulder o thereon,'and

suitable non-corrosive material o, therebyl insuring a smooth surface with which the tubul'ar packing-ring may engage. This material is inlaid or set into the nipple at a point v back, but near the end, as shown in Fig. 6, the extreme end of the nipple being uncoated and presenting a met-al surface against which the bell of the female member contacts, thus preventing the breaking of the enamel coating. The female member, as shown in Fig. 5, consists of a tapered bell-mouth P, which is oblong, the greater diameter being in the vertical direction, as shown in Fig. 3, so that the male member of the adjacent coupler,whether on the end of a higher or lower car, will engage in the mouth. This mouthpiece P is screw-threaded onto the chamber sectionor casing P', to which the pipe N is secured, the latter being carried by the branch E5. The casting P has a shoulder p near its forward end, and between the said shoulder and the flanged threaded portion ,p2 of the bell P is secured the exible tubular packing Q. The packing Q is of substantially conical shape, having a central bore and slightly-upturned inner edge, the latter extending into the airchamber .out of contact therewith and is so constructed that the pressure within the airchamber P will be exerted against the outer walls of the packing and tightly compress it onto the nipple end of the male member, and the'greater the pressure the tighter the joint will be. I'have found in practice that upon the withdrawal of the male member there has been a tendency of the free end or edge of the packing or gasket to lfollow the male member. To overcome this, I have provided the packing with a iiauge orenlarged portion-q at its end and have surrounded the intermediate portion with a rigid means or cage R, consisting, conveniently, of two rings of a diameter to fit against the forward and rear shoulders of the packing or gasket. These rings are united at intervals by bars, as shown in Fig. -7, and the bars serve to hold the endY of the packing against longitudinal movement and retain the packing in proper position.

Asshown in Fig. 5, the shoulder o serves as a seating portion to engage with the side walls of the mouthpiece P as a similar seating portion of thelatter, thus preventing the movement of the vmale member into the fe- IOO IIO

male member beyond apoint where the coated nipple of the former will pass beyond the packing, and in the construction of the male member I have placed this shoulder at a distance from the pivotal center of the carriage greater than the distance from the point of contact of the shoulder with the seating portion of the bell P to the pivotal center of the carriage. This variation in length, as above stated, is important, it preserving the proper relation between the male and female members in the event of twisting or turning and aords also a great leverage and contact within the surface of the bells, thus resulting in the making of a prompt and proper coupling. Were the male and female members of uniform length, the leverage would be too short, and while one of the male members would be seated the other would have a tendency to hold back slightly.

In lieu of the particular train-pipe connection as shown in Figs. l, 2, and 3 it is evident that the connection can be made direct in any obvious manner.

By the use of the simple means of the vertical king pin or bolt the carriage is confined to a limited vertical play, and by means of the head on it below the bed that one instrumentality only is needed for retaining the carriage on the platform and permitting the relative tilting, swinging, and sliding movement between the same, all side supports being dispensed with.

In operation when the cars carrying the couplers come together the male members striking the bell-mouth of the female members are conducted into the compressionehamber through the packings. As the shoulders of the male members strike the rear of the bells relative movements between the couplers cease, and as lthe cars in effecting their coupling approach still further the platforms are moved toward each other, thus extending or setting the springs which connect the platform and the carriage, which springs thereby serve as means for maintaining an intimate contact between the male and female members of the pipe-coupling. The car or cars in jolting or swinging will not materially affect the position of the carriages in view of their peculiar arrangement and connection, as above specified, and when the cars are uncoupled the springs will force the carriages forward into proper position for subsequently coupling.

In View of the extreme exibility between the carriage and the car or platform a most eective coupling may be made and maintained, and in this connection suitable coupling for electrical conductors may be mounted on 'the carriages, as indicated at S, the same being located between the male and female members of the couplings. These peculiar electrical couplings I have made the subject-matter of a companion application, led January 4, 1902, Serial No. 88,393.

By forming the enlargement at the rear end of the longitudinal elongated slot in the bed the king-bolt connecting the carriage with the bed can be moved up to the enlargement and the head of the bolt passed through the same, thus permitting the removal of the carriage from the platform or support.

Having thus described the invention, what is claimed as new, andtdesired to be secured by Letters Patent, is-

1. In a pipe-coupling for cars, the combination with a car-body and a support thereon, of a carriage on the support carrying couplings, elevating-bearingsinterposed between the carriage and the support, and a pivotal connection for securing the carriage to the support, substantially as described.

2. -In a pipe-coupling for cars, the combination with a bed, of a carriage carrying couplings supported on the bed, and a vertical pivot-pin for securing the carriage to the bed, substantially as described.

3. In a pipe-coupling for cars, the combination with a supportingbed, of a carriage loosely supported thereon, and carrying suitable coupling means, means interposed between the carriage and the bed to elevate the carriage and a vertical pin forming a securing connection between the carriage and the bed, substantially as described.

4. In a pipe-coupling for cars, the combination with a supporting-bed, of a carriage loosely supported thereon and carrying suitable coupling means, elevating devices interposed between the carriage and the bed, a vertical pin forming a securing connection between the carriage and the bed, a yielding means for holding the carriage in adjusted position, 'substantially as described.

5. In apipe-coupling for cars, the combination with a supporting-bed, of a carriage loosely supported thereon and carrying suitable coupling means, elevating devices interposed between the carriage and the bed, a vertical pin forminga securing connection between the carriage and the bed, and springs connecting the carriage with the bed, substantially as described.

6. In a pipe-couplingforcars, the combination with a supporting-bed, of a carriage loosely supported thereon and carrying suitable coupling means, antifriction devicesinuterposed between the carriage and the bed, a vertical pin forming a securing connection between the carriage and the bed,yielding means for holding the carriage in adjusted position, comprising springs connected on opposite sides of the bed and to the rear of the carriage, substantially as described.

7. In a pipe-coupling for cars, the combination with a supporting-bed, of a coupling-carrying carriage loosely mounted on the bed, a pivotal securing connection between the carriage and the bed, and yielding means connecting the carriage with the bed, substantially as described.

S. In a pipe-coupling for cars, the combination with a bed, of a coupling-carrying car- IOC IIO

riage supported' on the bed, a king-bolt secured to the carriage and having a sliding connection with the bed, a head on the bolt below the bed for retaining the carriage on the bed, and springs for normally holding the carriage in proper position for coupling, substantially as described.

9. In apipe-coupling for cars,the com bination with a supported bed, of a movable carriage thereon, couplers on the carriage, and a single means for iiexibly uniting the carriage to the bed and permitting a relative tilting, swinging and sliding movement be-- tween the same, substantially as described.

10. In a pipecoupler for cars, the combination with a support havingan elongated slot therein, of a carriage on the support, and a headed bolt or connection secured to the carriage and passing through said slot, substantially as described.

11. In a pipe-coupling for cars, the combination with the bed, having an elongated slot therein,an enlargement at the rear end thereof, of a carriage mounted on the support, a pivotpin or bolt on the carriage, passing through the slot and having a head on its outer end below the support, for the purpose specified, substantially as described.

12. In a pipe-coupling for cars, the combination with a support, of a coupling-carrying carriage 'loosely mounted on the support, a connection between the carriage and the support, a counterweight on the carriage and springs connecting the carriage with the support, substantially as described.

13. In a pipecoupling for cars, the combination with a support, of a carriage mounted thereon, a connection between the carriage and the support, fixed and positioned to permit a tilting, swinging and sliding movement of the carriage, a counterweight on the carriage and springs on opposite sides of the carriage connecting it with the support, substantially as described.

let. In a pipe-coupling for cars, the combination with a support, of a carriage loosely connected with the' support, arms extending rearwardly from the support, a tongue extending rearwardly from the carriage and yielding connection between the tongue and the arms, substantially as described.

15. In a pipe-coupling for cars, the combination with asupport, of a movable carriage thereon, and springs for centering the carriage, and forcing the same forward, and means for normally holding the rear of the carriage downward, substantially as described.

16. In a pipe-coupling for cars, the combination with a support, of a carriage slidably mounted thereon, arms on the support, a tongue on the carriage, springs between the arms and the tongue, and a sliding connec tion between the springs and the tongue, substantially as described. i

17. In a pipe-coupling for cars, the combination with a support, ot` a carriage on the support, having means for loosely connecting the carriage with the support, comprising a king-bolt and antifriction-bearings on opposite sides of the king-bolt and in line therewith and between the carriage and the support, whereby the carriage can tilt on the support, substantially as described.

18. In a pipe-coupling for cars, the combination with a support, of a carriage mounted thereon freev to move, a weight on the rear end of the carriage and a yielding rest below the carriage, substantially as described.

19. In a pipe-coupling for cars, the combination with a movable carriage and its support, of springs connected to opposite sides of the support, an extension on. the carriage, and a connection between the said extension andthe opposite ends of the springs, substantially as described.

20. In a pipe-coupling for oarsthe combination with a support, of a movable carriage thereon, a supply-pipe carried by the carriage, a coupling member secured to the Supply-pipe, a valve, a lever for opening and closing the valve formed with an elongated slot therein and a pin on the support arranged to engage the said lever and enter the slot therein upon the movement of the carriage, substantially as described.

2l. In a pipe-coupling for cars, the combination with asupport, of a longitudinallymovable carriage thereon, a supply-pipe on the carriage, a coupler member thereon, a valve in lthe supply-pipe, an actuating-lever secured to the valve having a separated curved branch and a straight branch and a projection on the support arrangedV to enter between the said branches of the lever, substantially as described.

:22. In a pipe-coupling for cars, the combination with a support and a carriage longitudinally movable thereon, of a pipe on the carriage, a coupling member for the pipe, a valve having an actuating-lever formed with a bifurcated end, one branch being curved outwardly, and a projection on the support arranged to engage the lever, substantially as described.

23. In a pipe-coupling for cars, the combination with a support, Vof a longitudinallymovable carriage thereon having an elongated opening therein, of a pipe on the carriage, a coupling connected with the pipe, a valve in the pipe, a lever for actuating the valve having a bifurcated end, and a pin on the support projecting through the said elongated opening and arranged to engage the valve, substantially as described.

24. In a pipe-coupling for cars, the combination with a support, of a longitudinallymovable carriage on the support, antit'riction devices between the carriage and the su pport and a vertical king-bolt connecting. the carriage to the support, substantially as described.`

' 25. In a packing for automatic pipe-coup- IOO IIO

lings for cars, a tubular conical-shaped iiexi.-

ble packing having an enlarged portion atone end and rigid means surrounding the packing for retaining it in proper position, substantially as described.

26. A pipe-coupling for cars provided with a section having an air-chamber and a tubular exible packing extending into the chamber out of contact therewith, and rigid means for holding the free end of the packing in proper position, substantially as described.

27. A pipe-coupling provided with a section having an air-chamber and a tubular flexible packinghaving its free end entering the chamber and means for holding the free end of the packing in position, substantially as described.

28. In a pipe-coupling for cars, the combination with a female member, a flexible packing therefor, of a male member having a noncorrosive outer surface, substantially as described.

29. In a pipe-coupling for cars the combination with a female member provided with a iexible packing, of a male member having a coating of non-corrosive material thereon at a point back from the end thereof, substantially as described.

30. In apipe-coupling the combination with a female member, having a exible packing therefor, of a male member having an inlaid coating of non-corrosive material near the end thereof, substantially as described.

31. In a pipe-couplingthe combination with a supply-pipe, a female member connected therewith provided with a flexible packing, and a male member of a greater length than that of the female member adapted to engage said packing and a pivotal support for the coupling, substantially as described.

32. In a pipe-coupling, the combination with a pivotal support, of a female member carried thereby having a seating portion, and a male member having a seated portion, the distance between the seating portion of the male member and the pivotal support being greater than lthe distance between the seating portion of the female member and the pivotal support, substantially as described.

33. The combination with a support, of a carriage loosely mounted thereon, of pipe` coupling members on the carriage, and an electrical coupler on the carriage, substantially as described.

In testimony whereof I afx my signature in presence of two Witnesses.

CHARLES MAHON.

Witnesses: f

FANNY L. MAHON, CORNELIA C. MILLER. 

